Hybrid electric vehicle

ABSTRACT

A highly energy efficient automobile that provides payload, safety and performance capacities similar to a comparable vehicle of a given vehicle class. The current invention is ideal for short to medium range urban and suburban driving. The current invention incorporates components in a unique and novel way, in which these components combine to form a system that produces an automobile that reduces overall air pollution while encouraging the commercialization of alternative energy sources. The current invention features an lightweight, low rolling resistance, digitally controlled and direct-drive electric propulsion system. A lightweight spaceframe with a suspension system provides a structure for mounting a low-aerodynamic-drag body system and other components. An intelligent power and thermal management system coupled with a removable auxiliary power module supplies the electrical energy required. While the preferred embodiment is substantially a passenger vehicle, the current invention may be scaled to other land vehicles.

CROSS-REFERENCE

This application is a continuation of U.S. patent application Ser. No.11/953,787, filed on Dec. 10, 2007, which is incorporated herein byreference in its entirety and to which application we claim priorityunder 35 U.S.C. §120.

FIELD OF THE INVENTION

The present invention relates to automobiles and, more particularly, tohybrid electric vehicles.

BACKGROUND OF THE INVENTION

Ever since automobiles were invented, there has been a need for a moreenergy efficient vehicle. A solution satisfying urban and suburbanfamily transportation needs in a safe and fuel-efficient manner isdesired by many for longer and more affordable commutes. In the past fewdecades, many scientific studies let to the belief that the increasedused of automobiles worldwide is contributing to a global climate changephenomenon known as global warming, which is threatening the existenceof many biological species and the current way of life of thepopulations in many countries. It is further believed that substitutingfossil fuel uses with renewable or otherwise less polluting energysources may result less drastic global warming effect. To furthercomplicate the issue, the general population, substantially more so inthe United States, tends to prefer larger vehicles. The demand forlarger vehicles is satisfied essentially by truck-based vehicleplatforms converted into passenger vehicles officially classified aslight trucks. Truck platforms (or body-over-frame designs) tend to beheavy compared to regular passenger vehicles. And, the heavier thevehicle, the more energy is required to propel it over a given distance.The sharp increase in fuel consumption by light trucks collectively hasbeen blamed for air pollution in major cities.

Obviously, there are many conventional fossil-fuel driven passenger cars(automobiles), light trucks and crossover vehicles. Vehicles aregenerally classified based on their sizes, weights and payloadcapacities. Larger light trucks, including Sports Utility Vehicles (SUV)and pickup trucks are often used as passenger vehicles and offer greatversatility in terms of passenger and cargo carrying capacities.Crossover vehicles are defined as a car based platform with alight-truck appearance. Some of these vehicles are designed orretrofitted with a hybrid electric drivetrain to improve fuel economy.Examples of prior art electric cars, hybrid electric passenger cars,hybrid electric SUVs and hybrid electric crossovers are 2001-2007 ToyotaPrius, 2005-2007 Toyota Highlander hybrid, 2007 Ford Escape Hybrid, 2008Chevy Tahoe “Two-mode” Hybrid, 2008 GMC Yukon, 1997 General Motors EV1,AC Propulsion eBox and T-zero.

Some light trucks are outfitted with mechanical four-wheel-drive (4WD)or all-wheel-drive (AWD) transmissions and differentials to improvehandling when driving in slippery road conditions. Examples are 2007Audi Q7, 2007 Volkswagen Touareg and 2007 Toyota 4-Runner. Theseadditional drive components adds significant amount of weight to thevehicles. Operating and maintaining a light truck is generally moreexpensive compared to smaller passenger vehicles due to higher fuelconsumption and wear and tear on drivetrain parts because of the addedweight. As a matter of fact, most of the off-road-capable vehicles soldin the United States are never taken off-road and yet they carry theextra weights of the heavy duty components, which severely impact theirfuel efficiency compared to other lighter vehicle types of the samesize. Therefore, it would be advantageous to incorporate afour-wheel-drive response without the transmission or differentialparts.

Not realizing the benefits of the modularity and flexibility that anelectric coupling can offer, many inventors resort to mechanicalsolutions in which the power sources and the drive wheels are joined bymechanical couplings, or incremental improvements on the transmissionparts. Such designs are described in U.S. Pat. Nos. 5,558,589,5,931,757, 6,090,005 for A TWO-MODE, COMPOUND-SPLIT, HYBRIDTRANSMISSION, 6,360,834 for a HYBRID ELECTRIC VEHICLE, 6,579,201 for anELECTRIC HYBRID FOUR-WHEEL DRIVE VEHICLE, 5,343,970 for a HYBRIDELECTRIC VEHICLE, 7,237,634 for HYBRID VEHICLES, 6,840,341 for PARALLELHYBRID VEHICLE, 6,945,345 for HYBRID ELECTRIC VEHICLE HAVING ALTERNATEPOWER SOURCES, 6,656,083 for a HYBRID DRIVE SYSTEM, 6,811,508 for aHYBRID TRANSMISSION, PARTICULARLY FOR MOTOR VEHICLES, 6,852,053 for aDRIVETRAIN FOR A VEHICLE, 7,261,661 for a PARALLEL HYBRID TRANSMISSIONHAVING A SINGLE MOTOR/GENERATOR, 7,220,199 for an INFINITELY VARIABLEPOWER BRANCHING TRANSMISSION WITH TWO OPERATING MODES, 7,210,546 for aCONTROLLER AND CONTROL METHOD FOR A HYBRID ELECTRIC VEHICLE POWERTRAIN,7,017,693 for a DRIVE DEVICE FOR HYBRID VEHICLE and 6,936,991 for METHODAND APPARATUS FOR MOTOR CONTROL.

Prior arts hybrid electric vehicles are typically smaller in size,mechanically complex and expensive to buy and maintain. They sometimeseven the fuel savings of the entire lifetime of the vehicle cannotjustify for the extra costs. Prior art electric vehicles, similar to theone described in U.S. Pat. No. 5,212,431 for ELECTRIC VEHICLE, produceno emission on board but typically have limited passenger and cargocapacity or operational radius. The process of generating electricity onthe power grid involves burning fossil fuel and, based on the currentenergy mix, the emission could be higher than some other alternativemethods of generating electricity onboard. Due to the limitation incurrent battery technologies, electric vehicles are typically small,underpowered, expensive, and thus, according to General MotorsCorporation, impractical to be deployed in a large scale. Prior arthybrid electric vehicles, conventional passenger cars and conventionallight trucks alike lack the ability to adapt to other fuel sources. Thiscreates a barrier to entry for alternative fuel businesses because thecost to retrofit a vehicle to use another fuel source is generallycost-prohibitive. Therefore, a solution that offers the owner of thevehicle the liberty to choose between multiple fuel sources is highlydesirable.

Another problem is that while many consumers prefer larger vehiclesbecause of the perceived safety of these larger vehicles, the reality isthat most light trucks are built using existing commercial truckplatforms. Higher centers of gravity and uneven weight distributions ofa light truck also affect the vehicle's stability, which furtherincreases the chance of a collision. Their body-over-frame designs alsolack the sophisticated “crumble zones” commonly found in smallerpassenger vehicles and make the occupants more susceptible to injuriesduring a crash. A modular design allows the designer to free up thespace in front of the vehicle for more freedom in crumble zone design.Therefore, a solution that employs modular components, which allowsdesigners to relocate components to meet the desired weight distributionand as a prerequisite to create improved crumble zone structures, ishighly desirable.

It is therefore an object of the invention to improve energy efficiencycompared to a similar prior art in the same vehicle class, which istypically measured by the amount of energy consumed over the distancetraveled.

It is another object of the invention to meet the performance, safetyand payload capacities of a similar prior art in the same vehicle class.

It is another object of the invention to provide an all-wheel-drivepropulsion system to improve traction.

It is another object of the invention to reduce operational andmaintenance costs compared to a similar prior art in the same vehicleclass.

It is another object of the invention to sustain a longer service lifecompared to a similar prior art in the same vehicle class.

It is another object of the invention to operate on more than one energysource to increase demand for alternative energy sources.

It is another object of the invention to provide an electric propulsionsystem that is capable to operate entirely on electricity.

It is another object of the invention to enable economical aftermarketexchanges of onboard power plants.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided a highlyenergy efficient hybrid electric vehicle that provides payload, safetyand performance capacities comparable to a conventional vehicle of agiven vehicle class. The current invention is a novel automobile thatsustains highly energy efficient operation while satisfying urban andsuburban driving needs. In the past few decades, many scientific studieslet to the belief that the increased used of automobiles worldwide iscontributing to a global climate change phenomenon known as globalwarming, which is threatening the existence of many biological speciesand the current way of life of the populations in many countries. It isfurther believed that substituting fossil fuel uses with renewable orotherwise less polluting energy sources may result less drastic globalwarming effect. The current invention is unique in that its basicelectric propulsion system has the ability to adapt to different energysources by changing a removable component simply and economically. Thecurrent invention, with the ability to adapt to different fuel sources,creates an increased demand for alternative fuels and renewable energydespite the uncertainty in government positions and high barrier toentry in the energy market. The current invention is scalable andapplicable to all classes of vehicles, with arbitrary number of wheelaxles. Typically, the lighter a vehicle, the more energy efficient itbecomes. In a preferred embodiment, the majority of the chassis and thebody of the current invention are made with lightweight materials. Adirect-drive electric propulsion system eliminates the need for heavytransmission parts and drive shafts. Thus, combined with regenerativebraking and other feature described in this disclosure, the currentinvention is generally more energy efficient and requires lessmaintenance than prior art gasoline or diesel vehicles of the samevehicle class, and superior to prior art hybrid electric vehicles orelectric vehicles in terms of modularity, capacities, performance andthe ability to use multiple fuel sources.

The current invention is a hybrid electric vehicle comprising aspaceframe, a body system, a suspension system, a propulsion system, avehicle control system, a primary electrical system, a thermalmanagement system and an auxiliary power module. A preferred embodimentdescribed in this disclosure is a ground vehicle with two drive axles,two wheels on each axle, four doors and a rear hatch. The size and shapeof the vehicle is substantially a light truck in the sports utilityvehicle (SUV) category—comparable to a 2007 Toyota Highlander. Thepreferred embodiment is thus a so-called 4-by-4 or a four wheel drive(4WD) configuration.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 is a front left perspective view of the current invention in itsentirety;

FIG. 2 is a left perspective view of the current invention in itsentirety;

FIG. 3 is a front left perspective view of a propulsion system withprimary electrical system components;

FIG. 4 is a block diagram view of a vehicle control system;

FIG. 5 is a block diagram view of a primary electrical system;

FIG. 6 is a block diagram view of a vehicle control bus;

FIG. 7 is a block diagram view of a vehicle management bus;

FIG. 8 is a left sectional view of a body system front section;

FIG. 9 is a block diagram view of an electric parking brake system; and

FIG. 10 is a left view of a spaceframe.

For purposes of clarity and brevity, like elements and components willbear the same designations and numbering throughout the Figures.

DETAILED DESCRIPTION OF THE INVENTION

The current invention is a hybrid electric vehicle comprising aspaceframe 32, a body system 10, a suspension system, a propulsionsystem 96, a vehicle control system 138, a primary electrical system, athermal management system 28 and an auxiliary power module 30. Apreferred embodiment described in this disclosure is a ground vehiclewith two drive axles, two drive wheels on each axle, four doors 100 anda rear hatch 98. The size and shape of the vehicle is substantially alight truck in the sports utility vehicle (SUV) category—comparable to a2007 Toyota Highlander.

Body Structure.

The main purpose of a spaceframe 32 is to provide structural support andmounting points for most of the other components on the preferredembodiment. Another purpose of the spaceframe 32 is to support theproper functioning of the suspension. Another purpose of the spaceframe32 is to protect the occupants during a crash in any direction or aroof-crush incidence. Another purpose of the spaceframe 32 is to providean exterior by which the overall styling and the aerodynamic propertiesare determined. Another purpose of the spaceframe 32 is to provideingress and egress to and from the cabin compartment 112.

In a preferred embodiment, referring now to FIG. 10, the spaceframe 32comprises a passenger cabin compartment 112 frame structure formed byrigid shell, a plurality of door frame structures, a plurality of rearhatch 98 frame structures, a front crumble zone 110, a rear crumble zone122, front bumper 58, rear bumper and an undercarriage 116 for saidcabin compartment 112. The spaceframe 32 defines the boundaries ofvarious compartments within the vehicle and hence the space availablefor each. Hence, the design of the spaceframe 32 is typicallyapplication specific. The design of the spaceframe 32 not only affectsaerodynamics but also human perceptions to the vehicle.

As a frame typically contributes to about 25% of a prior art vehicle byweight, the material selected for the spaceframe 32 is critical to theoverall energy efficiency of the system. In a preferred embodiment, saidpassenger cabin compartment 112 frame structure, said door framestructures and said hatch 98 frame structure are created substantiallyusing lightweight and low-cost polymer composite materials such aspolycarbonate-Polyethylene Terephthalate (PET)-fiberglass compositematerials with approximately 10% to 30% glass fill that provide thedesired interior and exterior dimensions with a lighter overall weightthan a conventional aluminum or steel prior art. The spaceframe 32 maybe reinforced with metals to increase strength or durability at certainlocations of the spaceframe 32. The spaceframe 32 provides the rigidityto resist collapse during a collision or a roof-crush incidence, and tosupport the proper functioning of the suspension. The front crumble zone110 is a longitudinally mounted aluminum honeycomb structure. The rearcrumble zone 122 may be made from the same longitudinally mountedaluminum honeycomb structure or simply an extension of the compositespaceframe 32.

Said aluminum honeycomb front crumble zone 110 and/or rear crumble zone122 may be made from other metals or organic materials such aspolycarbonate. The choice of material is a trade-off between the crushstrength of the honeycomb structure, the amount of distance forcrumbling, the deceleration (g-force) tolerable by the occupants and theregulations, and costs.

In a preferred embodiment, the spaceframe 32 is created using athermoplastic and fiberglass blend; hence, the spaceframe 32 may bemanufactured economically using injection molding techniques. Thespaceframe 32 may be partitioned into three segments: left frame andright frame and connecting structures in between. The parts are later onglued, bolted or welded together to form the desired shape. The doorframes and the rear hatch 98 frame are manufactured using similartechniques. The advantages of thermoplastics include being inexpensive,recyclable and rust-free.

The spaceframe 32 may also be fabricated using convention materials,such as aluminum and steel, and processes.

Body.

Referring now to FIG. 1 and FIG. 2, The body system 10 is the exteriorof the vehicle, which comprises a plurality of body panels 94, a frontwindshield 12, a plurality of windows 14, a plurality of lightingelements 90, a plurality of wipers, a plurality of body controls 92, anupper front air diffuser 50, a lower front air diffuser 52, a pluralityof side air diffusers 106, a lower rear air diffuser 54 and otheraccessories typically found in prior art vehicles. Said plurality ofbody panels 94 further comprises a roof panel, door panels, a pluralityof quarter panels, a front bumper cover 56, a rear bumper cover 108 anda hood. The body system 10, in a preferred embodiment, is mounted overthe spaceframe 32 such that the spaceframe 32 itself is not exposed.

The main purpose of the body system 10 is for isolating the interior andinternal components from the elements. Another purpose of the bodysystem 10 is to diffuse air flow efficiently when the current inventionis in motion. Another purpose of the body system 10 is for, through theuse of lightweight materials, reducing the weight and lowering thecenter of gravity of the vehicle, and thus improves energy efficiencyand handling.

In a preferred embodiment, a body panel is made from a honeycombstructure, perpendicular to the vehicle surface, sandwiched between twosheets of polyurethane-fiberglass composite. The honeycomb body panels94 provide exceptional strength-to-weight ratios. Other materials, suchas metals, may be used to reinforce the composite materials to increasethe structure's stiffness and thermal stability. Another implementationof the spaceframe 32 is a body-over-frame design, which is commonly usedon trucks and heavy-duty vehicles. Body-over-frame is commonly used whena single chassis (spaceframe 32, suspension and propulsion system 96) iscombined with different vehicle bodies to produce multiple functionalvariants.

The main purpose of the roof panel is to protect the occupants of thevehicle during a crash or a roof-crush incidence. The roof panel may becreated using the same material as the body panel or a heat-formedpolycarbonate sheet to give a transparent or semi-transparentappearance. A more specific purpose of a roof panel in a preferredembodiment is to collect solar energy and converts it into electricalenergy for the electrical systems. To achieve this, photovoltaic cells136 are organized and attached to either the upper or lower surface ofthe roof panel. Coupled with a voltage regulator, the cells are wiredinto the electrical system.

The main purpose of the plurality of body panels 94 is to create anaerodynamically efficient geometry in the front of the current inventionto reduce aerodynamic drag during operation. The hood forms part of saidupper front air diffuser 50. Another purpose of the plurality of bodypanels 94 in a preferred embodiment is to collect solar energy andconverts it into electrical energy for the electrical systems. Toachieve this, photovoltaic cells 136 are bonded to the upper surface ofthe hood. Coupled with a voltage regulator, the cells are wired into theelectrical system.

The main purpose of the front lower air diffuser and the front upper airdiffuser is to create an aerodynamically efficient geometry in the frontof the current invention to reduce aerodynamic drag during operation.Another purpose of the front lower air diffuser and the front upper airdiffuser is for funneling cool air into the heat exchangers 104 of thethermal management system 28. The heat exchangers 104 may be mounted andhidden under the decorative diffuser covers 128 as show in FIG. 8.

The main purpose of the side air diffusers 106 is to create anaerodynamically efficient geometry in the front of the current inventionto reduce aerodynamic drag during operation. Another purpose of the sideair diffusers 106 is to support climate control 102 of the interior.Another purpose of the side air diffusers 106 is for funneling cool airinto the auxiliary power module 30 to support, if applicable, internalcombustion and cooling. To achieve this, air ducts are constructedbehind the body panels 94 to redirect the incoming air to the air intakeof the auxiliary power module 30, which is located in the mid-section ofthe current invention.

The main purpose of said body controls 92 is for detecting andcontrolling said body components, said windows 14 and said lightingelements 90. The body controls 92 comprise mechanical sensors for thedoors 100, the rear hatch 98 and the windows 14, mechanical actuatorsfor actuating the windows 14, locking and unlocking the doors 100,releasing the rear hatch 98 and activating the wipers and washers,switching the external lighting elements 90. Body components in questionfurther comprise door catches, door locks. Said lighting elements 90further comprise a plurality of headlamp assemblies, a plurality of rearlamp assemblies, a plurality of turn signal markers, a plurality oflicense plate lights and a plurality of interior lighting elements 90.

Suspension System.

The main purpose of the suspension system is to maintain tractionbetween the tires and the road surface on which the vehicle istraveling. The suspension system is capable to support steering,acceleration and deceleration characteristics of the vehicle. Thepreferred embodiment of the current invention is very similar to somesuspension systems found on conventional automobiles. In a preferredembodiment of the current invention, the suspension system comprises afront suspension 118 subframe, a rear suspension 120 subframe, aplurality of drive wheels on each subframe, anti-lock enabled hydraulicbrake 124 system, electric parking brake 134 and the electric-assiststeering column 82. In a preferred embodiment, the front suspension 118will be a plurality of McPherson-type suspension assemblies and the rearsuspension 120 will be a plurality of double-A arm suspensionassemblies. In order to further reduce rolling resistance, henceincreases energy efficiency, low-profile, high-pressure tires areutilized. The front suspension 118 subframe is further comprising ametal frame for mounting the suspension parts and for attaching thesubframe to the spaceframe 32, a plurality of shock absorbers, aplurality of dampers, a plurality of wheel hubs, a plurality of constantvelocity joints, a plurality of brakes and supporting components, aplurality of wheel bearings, a plurality of McPherson style lowercontrol arms and a plurality of structures to support the steeringfunction. The rear suspension 120 subframe is further comprising a metalframe for mounting the suspension parts and for attaching the subframeto the spaceframe 32, a plurality of shock absorbers, a plurality ofdampers, a plurality of wheel hubs, a plurality of constant velocityjoints, a plurality of brakes and supporting components that support aparking brake function, a plurality of wheel bearings and a plurality ofdouble-A style lower and upper control arms and a structure for routingthe parking brake cables. In a preferred embodiment, both rear and frontsuspension 118 subframes is further comprising the mechanisms to adjustalignments of the wheels.

For the two wheel drive (2WD) variant of the system, for example, a4-by-2 configuration, constant velocity joints are not required on thenon-driving axles. The vehicle may have a plurality of rear suspension120 subframes, depending upon how many axles the vehicle comprises.In-hub wheel motors may be used in some variant of the system. In thiscase, since the front motor-generators and/or the rear motor-generatorsare mounted near the wheel hub assemblies, constant velocity joints willnot be required.

Other variants of the suspension system or its subframes may be used tosubstitute the McPherson and double-A arm implementation of thepreferred embodiment. Options includes but not limited to multilink andleaf springs.

The anti-lock enabled hydraulic brake 124 system is similar to that in aprior art vehicle like a 2007 Toyota Highlander. The hydraulic brake 124system comprises a vacuum-assisted master cylinder, a vacuum pump, abrake fluid tank, a plurality of brake fluid hoses, a plurality ofanti-lock brake (ABS) bleed valves and a hydraulic brake 124 at eachdrive wheel 34. Any power-assisted brake system with mechanical backupand dynamic control of the brake force may be also be used as asubstitute. When commanded by the vehicle control computer 70, the bleedvalves are opened to reduce the mechanical brake forces either becauseof output of the anti-lock brake or traction control algorithm or toprevent over-compensation by the braking forces generated by theelectrical regenerative brake method.

Referring now to FIG. 9, the electric parking brake 134 comprises aparking brake handle, a cable pull system 114 and an electric parkingbrake electronic control unit 86. The purpose of the electric parkingbrake 134 is to apply brake force to two or more drive wheels when thevehicle is in Park mode. Another purpose of the electric parking brake134 is to allow the operator to engage and disengage the parking brakemanually. Due to the absence of an automatic transmission as in a priorart, the current invention requires the electric parking brake 134 toprevent movement when the vehicle is unattended. The electric parkingbrake electronic control unit 86 is connected to the vehicle control bus76, which supplies power to the electric parking brake 134 and a datacommunication channel with the vehicle control computer 70. Whencommanded by vehicle control computer 70, potentially due to a change indriving mode, the electric parking brake 134 activates a servo motor toapply tension on the cable pull system 114 until it reaches a lockedposition. The cable pull system 114 is attached to the parking brakesupport features in said rear suspension 120 subframe. The tensioncauses said brake system to engage, hence applying brake forces to thedrive wheels, and simultaneously causes the parking brake handle torise, indicating to the operator that the electric parking brake 134 isengaged. The operator may disengage the electric parking brake 134 bypushing a mechanical button on the parking brake handle to release theparking brake from the locked position.

In order to reduce aerodynamic drag during high-speed cruising, amechanism that allows run-time adjustments of ground clearance may beincorporated into the suspension. This mechanism may be powered by a setof hydraulic or electric actuators (such as worm drives). One possibleimplementation to push the drive wheel 34 assemblies downward, and thuslifting the vehicle to create more clearance. Another possibleimplementation is to install hinges in the spaceframe 32 to lower/risethe entire front and rear suspension 120 assembly.

Propulsion.

In a preferred embodiment, referring now to FIG. 3, the propulsionsystem 96 comprises a plurality of high-power motor-generators 18 on therear axle and a plurality of continuous-duty motor-generators 16 on thefront axle, four dissimilar high-power vector-drive motor controllers 24and anti-lock brake bleed valve actuators. The two sets ofmotor-generators may be optimized at different rotational speeds inorder to maintain high overall efficiency over any given drive cycle.The two sets of motor-generators can be rated at different power andvoltage levels. The power distribution between the front and rearmotor-generators are controlled by the vehicle control computer 70 ofthe vehicle control system 138. The main purpose of the propulsionsystem 96 is to provide the vehicle the ability to accelerate anddecelerate longitudinally in either direction. Another purpose of thepropulsion system 96 is to provide regenerative braking capability toconvert kinetic energy into electrical energy. Another purpose of thepropulsion system 96 is to provide traction control similar to aconventional fully mechanical all-wheel-drive system. Each of themotor-generators is connected to a drive wheel 34. Another purpose ofthe propulsion system 96 is to reduce frictional and parasitic lossesand to lower the weight of the current invention compared to prior arts,further increasing the energy efficiency of the current invention.

In a preferred embodiment, the liquid-cooled continuous-dutymotor-generators 16 and the liquid-cooled high-power motor-generators 18the propulsion system 96 are independently connected to the wheelsthrough constant velocity joints (or CV-joints), without transmissionsor differentials. The weight and the frictional losses of the propulsionsystem 96 are significantly reduced by not having transmissions anddifferentials. The plurality of vector-drive motor controllers 24 arefurther commanded by the vehicle control computer 70 through fourindependent electrical or optical connections. Fiber optics withpulse-width modulated signals or digital signals are possibleimplementations of these connections. The motor controllers 24 decodethe signals from the vehicle control computer 70 and translate them tomotor outputs such as torques. Wheel speed sensors, such as opticalencoders, Hall-effect sensors and inductive rotational speed sensors,mounted on each of the continuous-duty motor-generators 16 and each ofthe high-power motor-generators 18, measure wheel speeds. And, based onthese inputs, the vehicle control computer 70 then calculates the slipratio of each drive wheel 34 to ascertain road conditions. The vehiclecontrol computer 70 electronically adjusts the power output of eachdrive wheel 34 via the motor controllers 24 to optimize the tractionproduced at each wheel based on the algorithms for anti-lock brakecontrol, traction control and roll and yaw electronic stabilitycontrols, in essence fulfilling the purpose of a conventionalall-wheel-drive (AWD) system.

In a preferred embodiment, regenerative braking is accomplished throughthe vector-drive motor controllers 24. When the brake pedal 66 isdepressed, the vector-drive motor controllers 24 are commanded by thevehicle control computer 70 to create reverse torque on the drivewheels, thus putting the front motor-generators and rearmotor-generators in regenerative mode. Kinetic energy is converted intoelectrical energy by the continuous-duty motor-generators 16 and thehigh-power motor-generators 18 and absorbed by an array of capacitorsknown as an ultracapacitor 22, which is, and a battery array 20 in theprimary electrical system. Reverse torque is created at each drive wheel34 during the process and slows the current invention. If the energystorage devices are at full capacity, the excess electrical energy maybe dissipated through a shunt resistor connected to the powerdistribution and management bus 80 or by commanding the high-powermotor-generators 18 to commutate in reverse; combined with saidmechanical brakes, the system can achieve the desired braking force. Tomaintain full mechanical backup, depressing the brake pedal 66 causes anincrease in the hydraulic pressure in anti-lock enabled hydraulic brake124 system. In the absence of regenerative braking, potentially due to afailure in the system, said pressure is sufficient to operate themechanical brake to its full extent to slow the vehicle. In the presenceof regenerative braking, the anti-lock brake bleed valve actuators areelectronically activated by the vehicle control computer 70 to relievesaid pressure to reduce the effects of mechanical braking.

Additional benefits of having a direct-drive electric propulsion system96 include reduced torque steering and body-twisting effect. Themotor-generator pairs and the motor controllers 24 can be air-cooled orliquid-cooled, depending on the demand. Alternatively, the propulsionsystem 96 may comprise of two motor-generators and motor controllers 24instead of four in either a rear-wheel-drive (RWD) or front-wheel-drive(FWD) mode configuration. In a two-wheel-drive mode, the vehicle controlsystem 138 electronically adjusts the power output of each wheel toreproduce the mechanical responses typically found in a prior arttwo-wheel-drive system.

Alternatively, any two motor-generators on an axle may be combined usinga conventional differential, similar to the rear or front drive axle ofa conventional automobile.

In-hub wheel motors may be used in some variant of the system. In thiscase, since the front motor-generators and/or the rear motor-generatorsare mounted near the wheel hub assemblies, constant velocity joints willnot be required.

Controls.

In a preferred embodiment, referring now to FIG. 4, the fail-safevehicle control system 138 comprises a vehicle management computer 72, avehicle control computer 70, a steering wheel angle sensor 84, a wheelspeed sensor at each wheel, an inertial sensor unit 64, an acceleratorpedal 68, a brake pedal 66, a drive mode selector 74, an instrumentcluster 88 and a vehicle control bus 76. In a preferred embodiment,these two electronic controllers reside in the same integratedelectronic assembly, hence be able to share data via a local data busthrough the backplane of the electronic assembly. The main purpose ofthe vehicle control computer 70 is to execute vehicle control lawscomprising software algorithms for controlling acceleration,deceleration, regenerative braking, power management, steering, AWDelectronic differentials, anti-lock brakes and electronic stabilitycontrols (hereinafter referred to as “the control laws” collectively).Another purpose of the vehicle control computer 70 is to sample, filterand analyze the input signals for the control laws. The vehicle controlcomputer 70 samples electronic signals including but limited to thedrive mode selector 74 position, steering wheel position, wheel speeds,inertial measurements, the accelerator pedal 68 position and the brakepedal 66 position. These inputs are then fed into the control laws,which will calculate the optimal motor outputs to collectively producethe desirable mechanical response at the drive wheels. The results ofsuch calculation is then sent to the motor controllers 24 and translatedinto motor outputs. The vehicle control computer 70 comprises areal-time, fail-safe microprocessor, supported by the necessary saidinput and output capabilities such as analog inputs and outputs, digitalinputs and outputs and connection to the vehicle control bus 76, anopto-isolated data connection to the power management unit 46 andopto-isolated digital interfaces to each of the four the motorcontrollers 24.

The main purpose of the instrument cluster 88 is to display the digitalsignals on the vehicle control bus 76 into a human-readable form toinform the driver of the current invention the status of the vehicle.The instrument cluster 88 is typically located on the dashboard.

The main purpose of the drive mode selector 74 is to simulate the modeselection control of an automatic transmission of a prior artautomobile. In a preferred embodiment, the drive mode selector 74comprises four electronic buttons each representing one of the fourdriving modes: Park, Reverse, Neutral and Drive. The drive mode selector74 is connected to the vehicle control bus 76 and is an essential inputdevice to the vehicle control computer 70. An electronic signal is sentto the vehicle control computer 70 via the vehicle control bus 76 whenone of the four buttons is depressed. The vehicle control computer 70then determines the proper driving mode the system is in, based onoperator's input and the statuses of safety interlocks.

In a preferred embodiment, referring now to FIG. 6, the vehicle controlbus 76 comprises a high-speed digital communication medium, a pluralityof electrically conductive media for delivery of electrical power and arechargeable backup battery 62. The main purpose of the vehicle controlbus 76 is to allow data exchange between the different components of thevehicle control system 138. Another purpose of the vehicle control bus76 is to provide uninterruptible power to all safety related functionsof the current invention comprising to the brake system, electric-assiststeering column 82, safety restraints, wipers, headlamps, signal lamps,tail lamps and the instrument panel. During operation, the electricalpower available on the vehicle control bus 76 is generated by astep-down converter 60, which is part of the power distribution andmanagement bus 80, and delivered under the power management unit'scontrol. The main purpose of the high-speed digital communication mediumis for exchanging electronic data essential to the proper functioning ofthe vehicle control system 138. The high-speed digital communicationmedium is typically implemented using an industrial standard controllerarea network (or CAN) bus. Another possible purpose of the vehiclecontrol bus 76 is to provide legacy voltage (e.g. 12 VDC) to prior artcomponents that has not been retrofitted to use the common bus voltageon the vehicle control bus 76. When applicable, additional wiring and alegacy voltage power supply 132, which is essentially a DC-to-DCconverter, provides the voltage needed.

The main purpose of the backup battery 62 is to provide a temporaryvoltage hold-up when the low voltage supply from the power managementunit 46 failed or during startup or shutdown processes of the currentinvention when the high voltage supply is disabled for safety reasons.The backup battery 62 is constantly being recharged to its holdupvoltage during operation.

Depending on the level of sophistication of the actual implementation,vehicle control computer 70 could potentially be an array of suchcomputers, each one performing similar functions hence providinghardware redundancy to satisfy fail-safe and/or fail-operationalrequirements. Another essential function of the VMC is the control ofacceleration and regenerative braking During deceleration, the frontmotor-generators and the rear motor-generators continue to spin due tothe inertia of the vehicle. The regenerative braking control algorithmin the VMC will instruct the PDU in the primary electrical system todirect the electrical current generated by the wheel motors to thebattery pack to be stored.

During normal operation, the vehicle control computer 70, the vehiclemanagement computer 72, the power management unit 46 and the batterycontroller 26 and the motor controllers 24 will closely monitor thestatus of all components for any electrical or mechanical anomalies.Visual indications to the driver may also be provided as to the statusof the vehicle.

Optionally, the current invention may implement a user-activatedoverride switch—allowing the driver to temporarily disable all or asubset of the system monitoring function. This will allow the vehiclecontrol computer 70 to overload the system to output maximum performanceas needed, at the expense of potential overheating and shortening theuseful lives of the components.

In a preferred embodiment, referring now to FIG. 7, the vehiclemanagement bus 78 comprises a low-speed digital communication medium anda plurality of electrically conductive media for delivery of electricalpower. The main purpose of the vehicle management bus 78 is to allow thevehicle management computer 72 to receive control signals from and todeliver commands to non-real-time subsystems including but not limitedto said body controls 92, thermal management, interior climate control102. During operation, the electrical power available on the vehiclecontrol bus 76 is generated by the step-down converter 60, which is partof the power distribution and management bus 80, and delivered under thepower management unit's control. The main purpose of the low-speeddigital communication medium is for exchanging electronic data essentialto the proper functioning of non-real-time subsystems. The high-speeddigital communication medium is typically implemented using anindustrial standard controller area network (or CAN) bus.

Certain failure modes of the electronic components in the electricpropulsion system 96 may lead to differential torque between the leftand the right of the vehicle. For example, if one of the four motorcontrollers 24 fails and if not handled properly, the system may createsaid differential torque, which may lead to complete loss of steeringcontrol. The vehicle control computer 70 further comprises monitoringcircuitry and software algorithms to detect such failure modes andhandle the failures accordingly. Motor controllers 24 comprise localfault detection circuitries and electrical means for the vehicle controlcomputer 70 to disengage one or more motor controllers 24 when a localfailure occur. The electric-assist steering column 82 and theregenerative brake system further comprise a non-electrical means forthe operator to maintain steering and braking controls respectively.

Electrical System.

Referring now to FIG. 5, The primary electrical system comprises a powerdistribution and management bus 80, a battery array 20, a batterycontroller 26, a shunt resistor unit, an ultracapacitor 22, a powermanagement unit 46, a step-down converter 60, a charger unit and anoptional adaptor to an off-board support station. The main purpose ofthe primary electrical system is to provide power to the propulsionsystem 96 and to recapture energy during regenerative braking. Anotherpurpose of the primary electrical system is to provide electrical energyto the vehicle said control bus and said vehicle management bus 78.

The main purpose of the power distribution and management bus 80 is toprovide a digital communication channels for electronic data essentialto the proper functioning of the high power devices comprising thepropulsion system 96, the battery array 20, the ultracapacitor 22, thepower management unit 46, the charger unit and the optional adaptor tothe off-board support station. Another purpose of the power distributionand management bus 80 is to provide a low-voltage supply to the vehiclecontrol bus 76 and vehicle management bus 78.

The power management unit 46 further comprises an electromagneticinterference filter 48 circuit and a power management electronic controlunit 130. The main purpose of the power management unit 46 is tooptimize the distribution of electrical energy across a plurality ofdevices on the power distribution and management bus 80. Another purposeof the power management unit 46 is to transfer energy from onehigh-power energy storage device to another. The power managementelectronic control unit 130 comprises the microprocessor and switchingcircuits to effectively calculate the desired energy distribution and toperform the transfers of energy. For example, when the current inventionis at a complete stop, energy is transferred from the battery array 20to the ultracapacitor 22 to prepare the primary electrical system forsurge in power output due to an imminent acceleration. Another purposeof the power management unit 46 is to provide a low-voltage supply tothe vehicle control bus 76 and vehicle management bus 78. Anotherpurpose of the power management unit 46 is to filter the conductedelectromagnetic noises from the high-power devices on the powerdistribution and management bus 80 and prevent them from entering thevehicle control bus 76 or vehicle management. Radiated electromagneticnoises are contained by shielding.

The main purpose of the step-down converter 60 is to step-down thevoltage on the high-voltage bus of the power distribution and managementbus 80 and to regulate the output voltage on the low-voltage bus.

The battery array 20 comprises a battery controller 26, a series ofinterconnected rechargeable battery cells, a plurality of temperaturesensors, a plurality of current sensors and a plurality of voltagesensors. The main purpose of the battery array 20 is to provide thecurrent invention the option to operate entirely on electricity. Anotherpurpose of the battery array 20 is to store electrical energy for use bythe propulsion system 96 and other subsystems. Another purpose of thebattery array 20 to capture the excess electrical energy generated bythe auxiliary power module 30 under the module's optimal operatingconditions. A portion of the electrical energy generated by theauxiliary power module 30 directly powers the front motor-generators andthe rear motor-generators, while the rest of the energy is diverted tothe ultracapacitor 22 and the battery array 20 for storage. The batterycells are connected in such a way to create a higher voltage needed todrive the wheel motors. State-of-the-art Lithium-ion batteries offercycle lives, energy densities and power densities suitable for anelectric vehicle application. However, other rechargeable battery types,such as Nickel-Metal-Hydride, Nickel-Cadmium or Lead-Acid, may be usedinstead of the lithium-ion chemistry. The main purpose of the batterycontroller 26 is to control the charging and discharging processes ofthe battery cells according to their manufacturer's specifications bymonitoring their state-of-charge and regulating the charge voltage.Another purpose of the battery controller 26 is to monitor for anyoperational anomalies, including but not limited to over- orunder-voltage, over- or under-current, over- or under-temperature.Another purpose of the battery controller 26 is to attempt to rectifythe situation or to shut down the battery array 20 when such operationalanomalies are detected. Another purpose of the battery controller 26 isto provide a digital control interface of the battery array 20 to thepower management unit 46 via the power distribution and management bus80.

The size of battery array 20 in primary electrical system may becustomized based on the application. However, in order to store theenergy produced by regenerative braking and to support the efficientoperation of the auxiliary power module 30, at least some energy storageis required.

The main purpose of the shunt resistor unit is to monitor the highvoltage supply on the power distribution and management bus 80. Anotherpurpose of the shunt resistor is, during an over-voltage condition, tocrowbar the bus to lower the voltage and dissipate the excess electricalenergy as heat. The shunt resistor unit comprises of an analog voltagemonitor, which in turn control a relay or a solid-state switch tocrowbar the high voltage supply of the power distribution and managementbus 80. The same may be accomplished using a zener diode. In a preferredembodiment, the shunt resistor unit is liquid-cooled by the coolantsupplied by the thermal management system 28. The liquid cooling may besubstituted by forced or natural convection cooling by air.

In a preferred embodiment, the charge unit of the current inventioncomprises also an adapter cable to a household or industrial power grid,a charger electronic control unit, a power rectifier and optionally aninverter circuit. The main purpose of the charger unit is to enable thecurrent invention to operate entirely on electricity, thus making it anelectric vehicle. Another purpose of the charger unit is to enable thecurrent invention to operate as a plug-in hybrid electric vehicle.Another purpose of the charger unit is to enable the current inventionto operate as a grid-connected hybrid vehicle, in which the vehicleprovides electrical power to the power grid. Another purpose of thecharger unit is to convert the electrical energy from the power gridinto the form of electrical energy usable on the power distribution andmanagement bus 80. The main purpose of the charger electronic controlunit is to monitor and control the input and output and operatingconditions of the charger unit and to shutdown the charger unit whenover-voltage, over-current, over-temperature. Another purpose of thecharger electronic unit is to interpret commands from and to assess andreport status to the power management unit 46, which determines thestatus of certain interlocks to prevent unsafe operations of the currentinvention. The purpose of the power rectifier is to convert the standardpower grid alternative current (AC) supply into a direct current (DC)supply defined by the power distribution and management bus 80.

For a grid-connected hybrid application, which refers to aninfrastructure that uses a collection of hybrid electric vehicles topower the grid during a brown-out event, an inverter unit may also beimplemented. The purpose of the inverter unit is to redirect theelectrical energy on the power distribution and management bus 80 backto the power grid, and in the process, converting electricity to theappropriate voltage and waveform demanded by the grid. The electricalinterface may be designed to interface with a commercial electricvehicle or plug-in hybrid electric vehicle charger for a faster rechargetime.

Thermal Management.

The thermal management system 28 comprises an electric coolant pump, anelectronic control unit, a plurality of hoses, a liquid coolant and aplurality of heat exchangers 104. The main purpose of the thermalmanagement system 28 is to remove excess thermal energy from thesubsystems of the current invention. These subsystems include but arenot limited to the propulsion system 96, the auxiliary power module 30,the battery array 20, the power management unit 46, the ultracapacitor22, the shunt resistor unit, the vehicle control computer 70 and thevehicle management computer 72. The coolant comprises essentially of amixture of water and an anti-freeze agent, such as polypropylene. Theelectric coolant pump comprises of a water pump that is similar to thoseused in prior arts but driven by an electric motor instead. The purposeof the coolant pump is to circulate the coolant through the differentsubsystems and the heat exchanger. The purpose of the heat exchangers104 is to release the excess thermal energy into the air flowing throughthe heat exchangers 104. A heat exchanger also comprises a plurality ofelectric fans to increase air flow when needed. The main purpose of theelectronic control unit is to control the speeds of the electric fansand the speed of the electric coolant pump based on the electronicsignals received from the vehicle management bus 78.

Power Generation.

The main purpose of the auxiliary power module 30 is to provideelectrical energy for the proper functioning of the current inventionvia the power distribution and management bus 80. Another purpose of theauxiliary power module 30 is to make the current invention capable ofeconomically adapting to different fuel sources in the aftermarket.Another purpose of the auxiliary power module 30 is to provide theoption to operate the current invention entirely on electricity.

The auxiliary power module 30 is a self contained unit with its own fuelsystem, exhaust system and emission control if necessary. In a preferredembodiment, the auxiliary power module 30 comprises a power moduleelectronic control unit, an air inlet, an air filter, a diesel engine, acooling system, an electric starter generator, a voltage regulator, afuel system, an exhaust system, an emission control, an enclosure and anelectrical connection to the power distribution and management bus 80.The main purpose of the power module electronic control unit is tomonitor and control the diesel engine, much like the electronic controlunit for prior art engine, and to monitor and control the voltageregulator. The purpose of the air inlet, the air filter, the fuelsystem, the exhaust system and the emission control is to support theoperation of the diesel engine, much like a prior art vehicle. Anotherpurpose of the power module electronic control unit is to interpretcommands from and to assess and report status to the power managementunit 46. The coolant may be supplied by the current invention's thermalmanagement system 28. The output shaft of the diesel engine is connectedto the electric starter generator, with or without gears in between. Themain purpose of the starter-generator is to convert the kinetic energyof the output shaft of the diesel engine to electrical energy. Anotherpurpose of the starter-generator is to create the initial torquenecessary to start the diesel engine from stall, when commanded by thepower module electronic control unit to do so. The electrical output ofelectric starter generator is connected to the voltage regulator. Themain purpose of the voltage regular is to regulate the output voltage tomeet the demand of the primary electrical system. Another purpose of thevoltage regulator is to monitor input and output currents and input andoutput voltages and shut down the auxiliary power module 30 ifover-current or over-voltage conditions are detected. The power moduleelectronic control unit and the voltage regulator output are connectedto the electrical interface to the power distribution and management bus80, which provides high-voltage electrical connection with thehigh-power devices on the bus, a low-voltage supply for low-powerelectronics and a digital communication channel with the powermanagement unit 46.

The components of the auxiliary power module 30 are mounted on theenclosure. And the entire assembly is mounted in the mid section of thespaceframe 32, substantially in the area below the second row seats. Thepurpose of the enclosure is to provide structural support to thecomponents during normal operation. Another purpose of the auxiliarypower module 30 is to provide mechanical support to the spaceframe 32during normal operation. Another purpose of the auxiliary power module30 is to provide mechanical support and to absorb impact during avehicle collision. Another purpose of the enclosure is for attaching theauxiliary power module 30 to the spaceframe's mechanical interface foran auxiliary power module 30.

The mechanical interface and the electrical interface of the auxiliarypower module 30 are defined by the specification of the currentinvention and are application specific, called a common interfacecontrol definition. The purpose of the common interface controldefinition is encourage third party and aftermarket designs, sales andserving of the auxiliary power module 30 and thus allowing the currentinvention to promptly adapt to consumer preferences for alternative fuelsources. Another purpose of the common interface control definition isto enable a quick and economical means to retrofit the current inventionwith another auxiliary power module 30 if the owner of the vehicle sochoose. Another embodiment of the auxiliary power module 30 in anall-electric application the diesel engine and support hardware issubstituted with electrically rechargeable energy storage device, suchas another battery array 20, another ultracapacitor 22 or ahigh-capacity flywheel. The power management unit 46 reconfigures itselfbased on the configuration data available on the power module electronicunit via the power distribution and management bus 80, and adjusts thepower management algorithm to take advantage of the additional energystorage capacity. Other embodiments may involve the use of fuel cells,hydrogen fuels, natural gas fuels, gasoline, bio-diesel, heat engines,and other systems that converts some forms of energy into electricityusable by the primary electrical system.

Modes of Operations.

The current invention, though not requiring an automatic transmission,simulates the ease-of-use of an automobile equipped with automatictransmission.

To begin using the invention, the operator enters the vehicle andposition himself in the driver seat, behind the dashboard and theinstrument panel, where the operator has direct access to the steeringwheel, the accelerator pedal 68, the brake pedal 66 and the drive modeselector 74. Once the operator authenticated himself/herself using akey, the current invention enters a stand-by mode awaiting further inputfrom the operator. The operator select one of the four driving modes:Park, Reverse, Neutral or Drive. The operator then commands the currentto accelerate by depressing the accelerator pedal 68. To stop ordecelerate, the operator releases the accelerator pedal 68 and depressesthe brake pedal 66. Other vehicle interfaces, such as turn signals,wipers, windows 14 controls, etc. are much the same as a conventionalvehicle.

To utilize electric fuel from the power grid to recharge the currentinvention, the operator will plug the power cord that is part of theonboard charger unit into a wall outlet, hence redirecting electricalenergy into the current invention, which is much like a conventionalelectric vehicle. The electric propulsion system 96 draws its electricalenergy from the primary electrical system. The energy is used toaccelerate the vehicle. Some of this energy is recovered duringregenerative braking. The vehicle control system 138 adjusts the poweroutput of the motor-generator at each drive wheel 34 as needed, based onoperator inputs, inertial measurements and road conditions measured.Other auxiliary features operate in the essentially same way as they doin a conventional vehicle from the operator's standpoint.

Since other modifications and changes varied to fit particular operatingrequirements and environments will be apparent to those skilled in theart, the invention is not considered limited to the example chosen forpurposes of disclosure, and covers all changes and modifications whichdo not constitute departures from the true spirit and scope of thisinvention.

Having thus described the invention, what is desired to be protected byLetters Patent is presented in the subsequently appended claims.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

1. A vehicle, comprising: a self-contained, removable andinterchangeable auxiliary power module for providing electricity onboardthe vehicle, the auxiliary power module configured to adapt the vehicleto different sources of energy.
 2. The vehicle of claim 1, wherein theauxiliary power module is configured to provide electricity to adirect-drive electric propulsion system having a plurality ofcontinuous-duty motor generators and a plurality of high-power motorgenerators independently connected to wheels of the vehicle throughconstant velocity joints.
 3. The vehicle of claim 1, wherein theauxiliary power module is connected to a power distribution andmanagement bus configured to distribute high voltage power, low voltagepower and control signals to high-power components of the vehicle. 4.The vehicle of claim 1, wherein the auxiliary power module is configuredto adapt to a user's preferences for alternative fuel.
 5. The vehicle ofclaim 1, wherein the auxiliary power module is configured to enable thevehicle to operate entirely on electricity.
 6. The vehicle of claim 1,wherein the auxiliary power module is electrically connected to a powerdistribution and management bus and removably mounted to an underside ofa spaceframe of the vehicle.
 7. A hybrid electric vehicle, comprising: adirect-drive electric propulsion system adaptable to different energysources with the aid of a self-contained, removable and interchangeableauxiliary power module, the auxiliary power module configured togenerate electricity onboard the vehicle.
 8. The hybrid electric vehicleof claim 7, wherein the auxiliary power module is electrically connectedto a power distribution and management bus and removably mounted to anunderside of a spaceframe of the vehicle.
 9. The hybrid electric vehicleof claim 7, wherein the direct-drive electric propulsion system furthercomprises a plurality of high-power motor generators for generatingtorque to accelerate and decelerate the vehicle, the high-power motorgenerators further configured to be operated as generators, wherein themotor generators receive torque and generate electric energy.
 10. Thehybrid electric vehicle of claim 9, wherein the direct-drive electricpropulsion system further comprises a plurality of continuous-duty motorgenerators for generating torque at cruising speeds to sustain the speedof the vehicle.
 11. The hybrid electric vehicle of claim 10, wherein theplurality of continuous-duty motor generators and the plurality ofhigh-power motor generators are configured to be independently connectedto wheels of the vehicle through constant velocity joints.
 12. Thehybrid electric vehicle of claim 7, wherein the auxiliary power moduleis connected to a power distribution and management bus configured todistribute high voltage power, low voltage power and control signals tohigh-power components of the vehicle.
 13. A self-contained, removableand interchangeable auxiliary power module for providing electricityonboard a hybrid electric vehicle, the auxiliary power module configuredto adapt the hybrid electric vehicle to different sources of energy. 14.The auxiliary power module of claim 13, wherein the auxiliary powermodule is configured to adapt to a user's preferences for alternativefuel.
 15. The auxiliary power module of claim 13, wherein the auxiliarypower module is configured to enable a hybrid electric vehicle tooperate entirely on electricity.
 16. The auxiliary power module of claim13, wherein the auxiliary power module is electrically connected to apower distribution and management bus and removably mounted to anunderside of a spaceframe of the vehicle.